Internal-combustion engine.



AL BUTSGH.

INTERNAL coMBUsTmN ENGINE.

APPLIOATION FILED OCT. 1, 1909.

966,309. Patented Aug. 2, 19-10.

3 SHEETS-SHEET 1.

Vww

A. BUTSCH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 001. 1, 1909.

966,309. Patented Aug. 2, 1910.

3 EHBETS-SHEBT 2 F/lRzZ.

A. BUTSCH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 1, 1909.

Patented Aug. 2, 1910.

3 SHEETS-SHEET 3.

FIGJZ.

Suva/14b1,

fizz/2025p 11136]! E Virg 2/ ALPHONSE BUTSCH, OF ST. LUCIA, BRITISH WEST INDIES.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Aug. a, rare.

Application filed October 1, 1909. Serial N 0. 520,473.

tion engines, the object of the present inven-' tion being to provide what is known as a double acting engine or in other words an engine in which the explosive force of the charge aets alternately on opposite ends of the ,piston whereby two active strokes are provided for in each complete cycle of operation of the engine thereby glvmg greater power and by dispensing with the fly wheel or reducing the size thereof, materially decreasing the total weight of the engine.

A further object is to provide a construction which will insure a scavenging of the cylinder thereby producing greater efliciency due to the purer and denser charges of mixture. In the engine hereinafter particularly described the majority of the moving parts of the engine are arranged externally where they are accessible and may be easily oiled and inspected from time to time. There is also a complete absence of cams, cam rods, lifting rods and other mechanical appliances used in four-cycle engines thereby eatly simplifying the construction and maklng the engine durable and reliable. The construction also avoids irregular wear on the piston and cylinder walls; furthermore there is an absence of trouble by preventing leakage and also an absence of base explosions. The engine is also adapted to be run in either direction which particularly adapts the engine for marine purposes, the engine being reversed by simply adjusting or reversing the timer which controls the ignition.

With the above and other objects in view the invention consists in the novel construction, combination and arran ement of parts herein fully described, i lustrated and claimed.

In the accompanying drawings :Figure 1 is a longitudinal section throu h a vertical internal combustion engine em odying the present invention. ig. 2 is a likesection taken at right angles to Fig. 1. Flg. 3 1s a side elevation of the engine from the same point of view as Fig. 2.

1 designates the engine cylinder which is water-jacked as shown at 2 and which has cast integrally therewith, by preference, a chargingor pump chamber 3 in which works a reciprocatory charging or pump piston 4.

5 designates the mam piston which is double ended; that is to say the piston 5 is closed at both ends and is provided adjacent to each end with piston rings 6 of any suitable number.

The cylinder 1 is provided with exhaust ports 7 so located as to be unmasked by the piston 5 just before it reaches the limit of its movement in either direction. These exhaust ports 7 communicate with a sin le manifold 8 provided with an exhaust ori cc 9. Adjacent to its opposite ends, the cylinder is equipped with spark plugs 10 and 11 and opposite said spark plugs are arranged intake valves 12 and 13, the valve 12 controlling a passage 14 communicating with the adjacent end of the charging chamber 3 while the intake valve 13 controls the discharge end of a pipe 15 which leads to the upper end of the charging chamber 3 as best illustrated in Fig. 2. The intake valves 12 and 13 are shown as held seated by means of springs 16 which embrace the outwardly projecting stems of said valves as clearly shown in F ig. 2.

The charging chamber 3 is divided from the main body of the cylinder by means of an intervening wall on cylinder head 17 which is water-jacked as shown at 18. At one side of the charging chamber 3 there is arranged a vaporizer com rising an air inlet orifice 20, a gasolene in ct orifice 21 having a port 22 arranged directly opposite the air inlet orifice 20 and a vaporizing and mixing chamber 23 in which the opposed currents of air and gasolene meet in opposltion to each other thus insuring the atomizlng or vaporization of the gasolene. The va orizer or mixing chamber 23 is controlle by a double valve embodying a stemi24 having fast thereon two valves 25 and 26 arranged at a greater distance apart than the valve seats formed at opposite ends of said vaporizing or mixing chamber 23. These valves act as check valves during each cycle of operation of the engine and control the passages 27 and 28 which lead into the charging or pump chamber 3 at opposite ends thereof as clearly shown in Fig. 2.

The cylinder is mounted upon asuitable crank case or base 29 which is preferably water-jacked as shown at 30.

31 designates a crank shaft on which one the lower en or more fly wheels 32 are mounted, said shaft embodying parallel cranks 33 to which are attached connecting rods 34 arranged at opposite sides of the cylinder and connected at their opposite ends to a wrist pin 35 extending centrally through the main iston 5 and projecting on opposite sides of said piston. The connecting rods 36 extend from the pin 35 to a cross head 37 fast on the outwardly projecting stem 38 of the charging or pump piston 4 above referred to. v

39 designates a stufiin box through which the stem 38 operates. he ump plston 4 is also provided with the usua piston rin 40.

41 designates guides through whic the rods 36 slide.

By reference to Fig 1 it will be seen that the main cylinder is provided at diametrically opposite points with slots or guideways 42 extending lengthwise thereof but not far enough to uncover the piston rings of the main cylinder. The wrist pin 35 passes through bearing boxes 43 mounted to slide .lengthwise of the slots 42 and these bearing boxes sustain the lateral thrust on the iston 5 ordinarily produced by the an larlty of the connecting rods 34 as the fi wer ends thereof follow the sweep of the cranks 33 of the crank shaft, thereby adding materially to the life and durability of the engine.

The operation of the engine may be described as follows: Starting with the main piston 5 in the position shown in Fig. 2, a charge of (gas has just been exploded in of the cylinder and the lower exhaust port 7 has been unmasked in the upward movement of the piston so as to allow the burnt gases to pass into the manifold 8 and outward therefrom. Just at this moment the intake valve 13 opens and allows .a freshcharge of mixture forced through the plpe 15 by the action of'the pump pis-.

ton 4 to enter the lower end of the cylinder and force out-the burnt gases and at the same time charge the cylinder with fresh gas. The piston then returns, compressing said charge of gas in the lower end of the cylinder whereupon it is fired by the plug 11. As the piston descends it uncovers the upper exhaust port 7 and the valve 12 is opened thereby admittin gas under pressure from the charging c amber 3 into the upper end of the cylinder. Then inthe return or upward movement of the piston the valve 12 closes and the gas is compressed in the upper end of the cylinder and subse quently fired by the plug 10. The piston 4 moves simultaneously with the piston 5 and in moving downward it sucks mixture through the passage 27 and in so doing lifts the valve member 25 of the double valve described. At the same time, the lower valve 26 is closed by pressure against the same and the charge in the chamber 3 is forced through the passage 14 into the upper end of the main cylinder 1. In the upward or return movement of the piston 4, said piston sucks the mixture into the chamber 3 through the passage 28 and past the valve 26 while said piston also acts to close the valve 25 by forcing the gas through the passage 27, the gas being also forced through the pipe 15 into the lower end of the main cylinder 1 for the purpose above set forth. Thus two active strokes are produced in each complete cycle of operation of the engine.

I claim 1. A double acting internal combustion engine embodying a main cylinder, a charging cylinder formed integrally therewith, a double ended main piston workin in the main cylinder, a wrist pin carried by said piston and projecting at opposite ends laterally beyond the piston and working in slots extending lengthwise of the main cylinder, a charging piston working in the char ing cylinder, connections on the outside 0 the cylinder for causing the simultaneous reciprocation of said pistons, a crank shaft, and connecting rods interposed between the crank shaft and said wrist pin and arranged exteriorly of the cylinder, substantially as described. a

2. A double acting internal combustion engine embodying a main cylinder, a double en ed piston working therein, a charging cylinder formed integrally with the main cylinder and divided from the latter by an intervening wall, a charging piston working in the charging cylinder, means for causing a simultaneous reciprocation of both pistons, a vaporizing valve casing having passages connecting with opposite ends of the charging cylin er, a mixing chamber in said valve casing having gasolene and air inlet ports arranged in opposition to each other, and a double valve embodying a stem and valve members fast thereon and located at a distance apart greater than the valve seats which they occupy, the said double valve being operated by the suction and pressure effected by the reciprocatory movements of the charging piston.

In testimony whereof I afix my signature in presence of two witnesses.

ALPHONSE BUTSCH.

Witnesses:

W. B. MYER, F. BoUcHY. 

